Device for automatically stopping railway-trains



(No Mode 1.) v

g J. H.-FOX.J

DEVICE FOR AUTOMATIOALLY STOPPING RAILWAY TRAINS.

No. 5019761 Patentd Oot.-3 1:,1893.

nothing is lTA-T Es Fr es;

DJEVICE FOR-AUTOMATIGALLY src spite RAILWAY-"ram NS.

SPECIFICATION forming part of. Letters Patent No. 507,976, dated October31, 1893. 1

Application filed September 30,1892. Serial no. 447,436; on model.)

To all whom it may concerm Beitknown that I, JOHN H, FOX, of Boston,inthe county of Suffolk and Commonwealth ofv Massachusetts, haveinvented certain new and usefullmprovements in Devices forAutomaticallyStopping Railway-Trains, of which the following descriptionis a specification; v My invention relates to that class of tie vices bywhich the, steam, air, or vacuum brakes upon arailway train areautomatically operated, irrespective ofany act on the part of theengineer or other person, either upon or off the train, and consists in,so connecting the valveoperating. devices, .SIlCh,'1,fQI,- in.- stance,as ,that described in my; Patent, N o. 457,313, datcd August 4,1891,;and which isset beside the track, with a series of levers placedat suitable intervals nearthe rails, and sothat the wheels-of a passingengine or car will bear upon them, and the said valve-operating deviceswill be set or withdrawn by the movement of said levers.

By my simple mechanical improvements will be prevented from running intoa preceding train, particularly when it is stopping at a station, orinfact, a

O, in the vertical position shown, where it will act upon the brakevalve of any properly equipped train which may pass that location. Thelever A, is pivoted at 2', in bearings k, and its lower end, a, or thatopposite to the one on which the car wheels bear, extends beneath an armb,'u'p.on a shaft 0, which also has a slotted arm d, attached to it. Thearm O, is also attached to a shaftg, supported in bearings/h, and whichhas a slotted arm f,

' to arm cl, and is with bya pin extendingfrom the rod through at itsinner. end,

left dependent upon the train operj atives, and even a .wild engine whenonce properly equipped,

secured to it.- A' rod '2, extends from the arm caused to engagetherethe slot in each arm. It will be seentherefore, that when theupperend of the leverA isdepressed by a passing locomotive or car,

its lower end a, will be raised and with it the arm I); this will" turnthe shaft 0, and the arm d, in the direction indicated by the arrow, tothe-positionshown. Thecounection between the arms (1, and f, by means ofthe rod e, will cause the arm f to move with d, and thus turn theshaftg, and set the arm 0. into the vertical position shown, ready to operatethe brake-valve of a passing train. For the purpose of holding the arm 0in this operative position while the train is at a station or while-itis passing acertain section of track" which the said arm- O isintendedto protect, the rod e, is extended the required distancealongthe track, where a latchrlever w ispivotedatn. This lever may beweighted as at w,- or spring mat'its outer-end. The lever 10, may extendbetween two red guides 19, and engage with agroove'in, the rod e,therefrom, whenever the said rod is pushed into the positionillustrated. As the train leaves the protected section or location it isdesirable to withdraw the erative position, and for this purpose atriplever B, is pivoted at 0, beside the. rail near the latch-lever w,and with its lower end beneath the inner end of the leverw. Thus whenthe wheels of the passing train depress the upper end of the trip 13,its lower end will raise the inner end of the lever w, and release itsouter end from the rod 6. Immediately the spring Z, by its pressure uponthe collar u, will push the rod .2 back, and thereby turn the arm f, andlower the arm 0 to the position indicated by dotted lines, Fig.1.Instead of using the spring Z, to push back the rod e, a shaft withlevers or arms like b, c, 02, maybe employed with-the trip-lever B, itbeing so constructed as to disengage the latch-lever w, from the rod e,before it turns its shaft 0.

The supports for the levers A, B, O, and their connected parts may besecured upon sleepers T. The brake-valve operating arm il1ustrated,islike that shown in my patent operated bya arm (J, from its opor aprojection above-named, the two parts being held in a straight line bysprings s, s. i c

When using these safety devices with a single track road the rod 6 maybe extended beyond the location of the trip-lever B the req'n'i- 1 sitedistance and connected with another C, so that bothwill bevalve-operating arm set atthe same timeand thus preventthe ap proach rotion,,and the arms '0 may trains moving in a both trips with one lockingdevice.

train upon the other is passing over-it.

/ may readily be done as will be well anderstood byconnecting theportionso 'th" which may run at'right angles to GU95 bath by means of abell-crank, for instances My invention is to be distinguished from thevariety of devices rangements for setting danger signals, as an a 5illustration such as that shown in the Bodley patent No;- 186,531,'dated January 23; 18,77; for as heretotore stated noneo! thesearrange--,

' ment's accomplished the" desired result, ot

making tliesafety of each-train independent scribe in Patent No, C.Shatter November, 29, 1881. When ylocomotives with devices for openingthe brake-valves,

such as contemplated in my paten'tqahove-i mentioned, the use of, thesafety devices de-lscribed and shown; in this specification will 40render each ing, when at stations or whennpon any portion of the trackprovided with my said safety devices, and upon roads where the traflicis large it may be used as an absolute and positive-block-system.to'prevent any train from 'chanicaledevices.

ing a switch; or

the inbvement'of'thetrain itself;-

I dof-notc'laiinbroadly Bodley-patentg'hnt and mechanical a'r-i *ofhnman jvi'gilance and 'myconstrnction is alsoasimpliflcation; andimprovement over; the electricallyfcperated devices such as de- 250,173,granted to or cars are provided train automatically self ,protectpnrpose described.

approaching nearer to another thanthe distance between two valveoperating arms such as (J, and at far less expense than by-the useof anyof the systems now employed for such pnr' see. My presentinventionisaiso to be distinguishedffm the arrangement Of. 1116-describedin" my saidPatent No: 457,313, in, in ten: the'brake-valv'eimperating device'is'indiiectlyset bythe person openv ndrawbridge andlmnstibefentirely indepennenton protecting 'devices whicharetiitomatreally operated by tli arrangement of mechanical? devicessuch shown in said f one or more brakevvalve operating devices, eachsecured to acranksnpported'beside the track and one of which engageswith' a locking device,as w a rod is adapted to beenga'ged by" the saidlocking.

leversnppo'rtedbeside the track two ormore tilting levers as A, B,beside the rail. one or more of which engages with a crank lever also van antomaticsafety block system, lthe coinbihation with the brake-valvelever -Pas ing train; I 5

which extends. from the;-valve-operating device to the locking device;and is connected withthe respective crank levers, and which i device,and one or more springs to 'act upon 7 said-tilting levers' will placethe valve operating device in a position-to operate thebrake-valve, and

upondhe-other of said tilting leversto disenwithdraw sai'dvalvemperating device, for the I I v JOHN H. Fox.

Witnesses:

said rod when disengaged; substantially as described 3' whereby thepressure of the wheels of. a passing train upon one of r 8o gage thelocking device from saidrod, and

